Railway crossing



Nov. 12, 1929.

J. F. RASOR RAILWAY CROSSING Filed Aug. 1925 8 Sheets-Shea); l

' INVENTOR ATTORNEY Nov. 12, 1929. I J. F. RASOR 7 RAILWAY chossxne Fi1ed Aug. 5, 1925 8 Sheets-Sheet 2 WITNESS:

Nov. 12, 1929.

2.1. F. RAsoR RAILWAY CROSSING Filed Aug. 5; 1925 8 Sheets-Sheet a INVENTOR NWMWN w fl A'TTORNEY WITNESS:

Nov. 12, 1929. J. F. RASOR RAILWAY CROSSING Filed Aug. 5, 1925 o 0 K o y o q 8 Sheets-Sheet 4 v 7 o O WITNESS:

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INVENT Nov. 12, 1929. J. F. RASOR 1,735,337

RAILWAY cnossme Filed Aug. 5, 1925 8 Sheets-Sheet 5 TOR 'A'ITORNEY Nov. 12, 1929. J. F. RASOR RAILWAY CROSSING Filed Aug. 5, 1925 8 Sheets-Sheet 6 Nov: 12, 1929. J. F. RASOR 1,735,337

RAILWAY cnossme Filed Aug. 5, 1925 8 Sheets-Sheet '7 cfosgofi izza/sor p k v WITNESS:

N5). 12, 1929. J. F. RASOR 7 1,735,337

RAILWAY-CROSSING Filed Aug. 5, 1925 a Sheets-Sheet 8 l T k k u w Jsep/v Fliasor WITNESS:

0 vehicle. I

Patented Nov. 12, 1929 i JOSEPH F. RASOR, or BROOKVILLE, 01

RAILWAY onos'sme AppIicatiOnfiIed August 5, 1925. Serial. No 43,341.

The object of this invention is to provide mechanism for stopping a motor car or other vehicle at a railway crossing, said mechanism to be placedin operative condition by unapproaching train and restored to noraml condition when the train has passed the crossing.

A further object is to provide a plurality of endless traveling elements equippedwith individual tread members for engagen'ient by thewheels of a vehicle, for the purpose of retarding the speed thereof and bringing the Vehicle to a stop. I

A further object is to provide a friction bar extending alongside of the crossing and transversely of the railway track, this device to beplacedin action by the weight of avehicle approaching on theroadway, for the purpose of throwing the friction bar into engagement with the sides of the wheels of the '1 further object is to provide special locking and releasing devices, as will hereafter m e ful y app In the drawings forming part of this appli-' cation,

Figure 1 is a plan viewshowing a crossing at the intersection of' a railway track and highway.

Figure 2 is a plan view showing the construction to be employed on both sides of the highway and on opposite sides of the railway track, at the crossing.

.Figure 3 is a vertical section on line 33.

of Figure 2, n

Figure 4 isa vertical section on line 4-4 of Figure 2, with parts omitted.

Figure 5 is a vertical section, on an enlarged scale, and on line 5-5 of Figure 2.

Figure 6. shows one of the tread units in side elevation, the transverse supporting elemerits thereof being in vertical section.

, Figure 7 is a top plan view of the structure of Figure 6, the tread being broken away to show the carrying plate and the longitudinal beams supporting said plate.

i Figure 8 is an elevation of the train operated means for controlling the outer rock shafts of Figure 2, and for operating clutch c ntr lled sea-r he ,Figure 9' is an end View showing the relation of the friction bar operating means of Figure 3 to the tread units.

Figure 10 is a detail view looking from the right in Figure 3. i

Figure 11 is a detail in section on line 11-11 of Figure 3. I

Figure 12 is a fragmentary view of the friction bar and a portion of the operating means.

Figure 13 is a section on line 1313 of Figure 3.

Figure 14is a section on line 14:44 of Figure 4. y

Figure 15 is a detail view showing a guiding device co-operating with the hub of one of the sprocket wheels.

Figure 16 is a section online 1616 of F igure 15 i i Figure 17 is a bottom plan view of one of the tread llOldiIlg devices.

Figure 18 is a View showing a tread memher in vertical section, and also showing in section the holding device.

Figure 19 is a detail view showing a clutch arm and a spring mounted element carried thereby for engagement withthe notched hub of a sprocket wheel.

Figure 20 is a view in elevation, showing the connections between the track elements andthe clutches, and between the track elcments and the bars 50.

V Figure 21 shows a portion of the same structure, omitting the track elements, but showing the, clutch elements, the travelling means appearing in vertical transverse section, and the bars engaging the wheels of the vehicle. l

A number ofvehicle retarding and stopping devices of the type herein disclosed are to be mounted on each side of the railway crossing and toward the sides of the highway crossing, the middle or central portion of the highway, at this point being obstructed by a concrete or other elevated portion, so that the operator of a motor car or the like will be obliged to reduce speed in order to turn slightly before passing onto the wheel tracks or travelling elements. Each wheel track in eludes a plurality of tread units, each about 4 feet long and say six in number, so that at least 24 feet of retarding surface may be available. It is obvious that the length is immaterial so far as the principle is concern .d.

Longitudinal I-beams A are connected by transverse I-beams B, by means of brackets B, and also extending transversely between a key or spline 32.

I-beams A are trip bars 40, serving the purpose indicated below. Between transverse beams B are longitudinally extending I-beam A, mounting plates A over which the travelling elements are movable longitudin ally of the structure and perpendicularly with reference to the railway tracks. Between the longitudinally movable elements of Figure 1 is a concrete. elevated portion designated C. This portion C may be otherwise constructed as of planks or timbers. The I-beams A may be'termed carrying beams.

Thestruct-ure of the tread units is shown especially in Figures 6 and 7, and I employ three sets of endless chains designated 15, these chains passing over sprocket wheels 16 freely movable on shafts 1'7, but being adapted for locking connection therewith, under the circumstances to be described further along. Between each pair of chains are tread members comprising individual tread elements 19 mounted upon bases such as those shown in cross section in Figure 5 and in bottom plan in Figure 17. These mounting elements or bases are designated 20 and have channeled portions on their lower sides designated 21 in which rollers are mounted. These rollers bear on plates l of Figure 7 carried by longitudinal beams A. The upper portions of the sprocket wheels 16 are rotatable outwardly from the railway tracks, under the action of the wheels of a vehicle approaching the tracks, and means preventing reverse movement are shown in Figure 5. A pawl 24 is mounted at- 25 in a bracket 26 for engagement with each sprocket wheel in the manner illustrated in the view last named. It will be observel from Figure 4 that the sprocket wheels are mounted in such manner that oppositely located wneels on a single shaft 17 may be controlled by one set of clutches. The wheels are loose on the shaft 17 but the hub of each sprocket wheel is provided with a notched portion 10 adapted to be engaged by a dog or the like 28 shown in Figures 4 and 19, the dogs acting under the influence of springs 29 mounted in the recesses 30 of arms '31, termed clutch arms. These arms are slidable along the shaft 17 and are held ina given position by Shaft 17 is mounted in hearings in brackets 17, the end l racket or the bearing portion thereof receiving a set screw 17 retaining the shaft in a' nonrotatable position.

Arms 31 are controlled by a rod 33 and a pitman or the like 34 is pivotally connected at 35 with crank 86 on clutch controlling shafts 7, each carrying a gear wheel 2', illustrated in Figure 8 and operated by train carried means. The operative elements of Figure 8 will be described in detail further along. Figures 15 and 16 show a sprocket wheel guiding device including a grooved bracket 38 cooperating with an annular rib or flange 39 on the hub portion of each sprocket wheel 16."

Between each of the tread units of Figure 2, six of these units being shown on each side of the portion C, I mount trip beams 40 supported by springs 41 shown in Figures 3 and 13, these trip beams extending, or being designed to extend, slightly above the tread units, so that they will be engaged by the wheels of a Vehicle and will bev depressed against the action of springs 41 and'will actuate friction bar mechanism of the type shown in Figure 3. Figures 6 and 7 show individual units, and trip bars 40 are mounted between two adjacent units, where there is no obstruction to their vertical movement.

Each trip bar 40 carries a bumper or the like designated 43 and adapted to bear on trip 44 engaging a notched end portion 45 in bar 46. When bar 46 is released by disengagement at 45, expansion springs 47 housed in tubular elements 48 operate to move outwardly elements 46 and throw levers or arms 48 fixedly mounted on shafts 49, for the purpose of actuating horizontal arms or bars 49 and friction bars 50 adapted to engage the sides of the wheels of a motor car or other vehicle and to retard the progress thereof stop the vehicle before it can pass onto railway tracks. Levers 48 are slotted and 48", in order to accommodate the members 48, and-provide the neces sary freedom of movement at this point, as will be readil understood.

The structure of the friction bars is shown in Figure 12 and each bar includes a central rod 51 carrying rollers 50 which come into direct contact with the wheels of the vehicle to be stopped. Bars or arms 49are each provided with an eye po1'tion53 thru which bar 51 passes and the arms 49 operate in bearing brackets 54 as illustrated in Figures 3 and 12.

In order to lock the rock shafts extending along the wheel tracks, at the outer .sides thereof, 1 rigidly mount on the ends ofthe shafts crank arms a and 6 each provided with a hook portion at its outer end for locking connection with special engaging devices.

Crank arm a on rockshaft 49 is engaged by pivoted latch a pivoted to a rod 0 connected with plate or. block (Z, and the latter is movable horizontally by rod 6 thrown by pivoted track member or lever Block (1 is also operated by rod 9 of Figures 1 and 8, extending to pivoted track member or lever h. A suitable train carried device will engage track levers and 7;. just before the train passes over the crossing and as it leaves the crossing. Crank arm 6 is retained and lit;

released by locking arm 6 connected with block or latch (Z atthe point shown. Figure 8 illustrates two sets of clutch control shafts 37. These shafts carry gear wheels 2' meshing with gear wheels and the adjacent gear wheels are connected with each other by pivot-ed arms is and the crank pins shown. Wheel second from the left in Fig ure 8 is connected by a rod Z with operating means such as the rod 0 thrown by track lever h. Rod 0 is also connected with gear wheel j, at the right of Figure 8, by means of the crank pin shown. Rock shafts 49 at the right of Figure 8 carry rigidly mounted crank arms and the former being engaged and released by pivoted late-hp, and the crank arms Q being engaged and released by latch The element 2 is operated by rod 1" and plate or block 8, and element is connected with the same block 8. Rod 9 thrown by track lever it is connected with plate or block 8 at the point 8. Guiding brackets t and it serve an obvious purpose.

In connection with the operation of the device, it should be stated that the tread units are preferably at a slight incline, in order to check the progress of the car apart from the action of the treads per se.

The train approaching the crossing will engage by means of any suitable device carried thereby, one of the track levers f or it, and will operate the mechanism of Figure 8 in such manner as to release the locking de vices a and b, as well as looking devices 7) and permitting rock shafts 49 to partly rotate (Figures 3 and 10), so that the weight of a vehicle approaching the crossing, exerted on trip bars 40, may operate the rock shafts 49 and throw the friction bars 50 into engagement with the wheels of the vehicle, at the sides thereof. In this operation bumper 43 of each trip bar releases trip M and releases bar 46, permitting the lat tertomove outwardly under the influence of expansion spring 47. I

The mechanism of Figure 8 (previously described in detail) effects simultaneously with the releasing operation of friction bar 50,'the release of clutch controlshafts 37 (Figures 4 and 8), for the purpose ofthrowing out clutch arms 31, and permitting sprocket wheels 16 to rotate freely on thelr shafts.

The approaching vehicle, passing onto and over the endless travelling devices, causes the i'novement thereof in a direction outwardly from the railway tracks, and the forward movement of the vehicle wheels produces reaction in the travelling devices, thus checkingthe movement of the'vehicle, while the wheels thereof are in engagement with the friction bars 15. It is not assumed that the motor car is under great momentum, but that some caution is being exercised with reference to speed, and independently of the retarding 44 all of which including members movementabove referred to, the mere engagement of the wheels of the car wlth a travelling surface will constltute a warnmg to any one alive to conditions, and who knows that the device is operable only when a train is near, as in the case of an audible signal at a crossing;

The trainin passing from the crossing opcrates the mechanism of Figure 8, by engagthe friction bars 50. Bars 50 are again released when a vehicle, approaching while a train is passing, strikes the first trip bar 40 and rocks shaft 44; rigidly mounting trips are released at one time.

lVhat I claim is 2-- 1. In a Construction of the class described, a plurality'of endless travelling elements to bemounted at an angle with a railway track, for movement outwardly therefrom, friction trea d members carried by each of the travelling elements, means for locking the travelling elements against movement, and auto- "matic means for releasing the locking means.

2. In a construction of the class described, a plurality of endless travelling elements to be mounted atan angle with a railway track, for movement outwardly therefrom, friction tread members ling elements, means for automatically locking the travelling means against movement,

and means for automatically releasing the locking means;

3,,In a construction of the class described, a plurality of endless travelling elements to be mounted at an angle with a railway track, for movement outwardly therefrom, friction tread ITlQlIllJQlS carried by each of the'travelling elements, a friction bar extending longitudinally of the'path of movement of the travelling elements, and means rendered efjfective by the presence of a vehicle on the travelling elements, for moving the friction bar transversely of said path, for engaging said "OlllClG-c r 4. In a construction of the class described,

a series of units, comprising travelling elements mounted to move in a path at an angle of said elements frictionally engaging the wheels of a vehicle approaching the track, and rotatable by saidwheels outwardly from with a railway track, each the track, a friction bar extending longitudinallyof the path of movement of the travelling elements, and means rendered effective by the presence of a vehicle on the travelling elements, for moving the friction bar trans- 'versely of said path, for engaging Said vehicle. I I

5. In a construction of the class described, aplurality of endless travellingelements to bemounted at an angle with a railway track,

carried by each of the travel-- for movement outwardly therefrom, friction tread members carried by each of the travelling elements, a friction bar extending longitudinally of the path of the travelling elements, and train controlled means for look ing the travelling elements and the friction bar.

6. In a construction of the class described, a plurality of endless travelling elements to be mounted at an angle with a railway track, for movement outwardly therefrom, friction tread members carried by each of the travelling elements, a friction bar extending longitudinally of the path of the travelling ele- 1 ments, and train controlled means for simultaneously locking the travelling elements and the friction bar,

7. In a construction of the class described, a plurality of endless travelling elements to be mounted at an angle with a railway track, for movement outwardly therefrom, friction tread members carried by each of the travelling elements, and train operated clutch mechanism for preventing the movement of the travelling elements.

8. In a construction of the class described, a plurality of endless travelling elements to be mounted at an angle with a railway track, for movement outwardly therefrom, friction tread members carried by each of the travelling elements, a friction bar extending alongside of the travelling elements, and means for throwing the friction bar to operative position by the weight of a motor car on the travelling elements.

9. In a construction of the class described, a plurality of endless travelling elements to be mounted at an angle with a railway track, for movement outwardly therefrom, friction tread members carried by each of the travelling elements,a friction bar extending alongside of the travelling elements, means for throwing the frict on bar to operative position by the Weight of a motor car on the 1 travelling elements. said means last named including a transversely mounted and resiliently supported trip bar.

10. In a construction of the class described, a plurality of endless travelling elements to be mounted at an angle with a railway track,

formovement outwardly therefrom, friction tread members carried by each of the travelling elements, and train controlled means locking the travelling elements against movement.

11. In a construction of the class described, a plurality of endless travelling elements to be mounted at an angle with a railway track, for movement outwardly therefrom, friction tread members carried by each of the travelling elements, and train controlled clutch mechanism for locking the travelling elements against movement.

In testimony whereof I affix my signature.

JOSEPH F. RASOR. 

